die belebende Bedenkung

Capacity facts are bilge, says ‘Rail’ Richard

with 2 comments

On the Great Western and East Coast railways, the introduction of more space-optimised rolling stock has supported an intercity capacity increase of 28% to 40%, according to IEP train manufacturer Hitachi.

On intercity West Coast, the use of space-optimised rolling stock would allow a ~36% increase in seated capacity in the peak, without the need for platform lengthening, or significant lineside interventions.

twitter, @Clinnick1, 'Absolutely one for @paul_rail and @RAIL's TweetCheck column. What bilge. #HS2'

It’s no secret that a 260-metre (10-car) IEP train, or Stadler ‘Flirt 200’, could seat around 715 passengers. So, such trains would be compatible with existing platform lengths on West Coast, and the resulting increase in seats in the high pm peak would be around 36%, compared to the ‘current’ seats in the July 2017 HS2 strategic case.

‘Long distance’ services in
5pm – 6pm peak hour out of Euston (with 11 of 15 fast paths allocated to intercity)
‘Current’ seats
(HS2 July 2017
Strategic Case)
Seating with
26 metre carriages
using full
platform length
1 Birmingham New Street 470a 715d
2 Birmingham New Street 470a 715d
3 Glasgow 591b 715d
4 Glasgow 591b 715d
5 Holyhead 512c 630e
6 Lancaster 470a 715d
7 Liverpool 591b 715d
8 Liverpool 470a 715d
9 Manchester 591b 715d
10 Manchester 470a 715d
11 Manchester 470a 715d
Total 5696 7780
a = Pendolino 9-car | b = Pendolino 11-car | c = Voyager 2 * 5-car | d = IEP 10-car | e = IEP 2 * 5-car
Figures sourced from the Department for Transport

Obviously, much the same reasoning can be applied to increasing commuter capacity out of Euston, comparing ’12-car Class 350′ against ’10-car Class 730′, or variants of the ’12-car Class 700′ with different seating configurations.

twitter, @XandF, 'Perhaps if the rolling stock had no seats then yes technically capacity would increase, but I doubt passengers would put up with it!!'

@XandF on twitter, 715-seat trains have no seats (?)

Written by beleben

July 21, 2019 at 1:05 pm

Posted in HS2

2 Responses

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  1. Now imagine what might be achieved with a strategy to connect WCML to a restored high speed main line (NOT “Built over 120 years ago – per statements from HS2/McGloughlin in 2012? but barely 106 years ago, with provision for high speed operation (no level crossings (a costly programme for WCML in the past)) no tight curves (1 mile min radius), no steep gradients (1:176 limit vs 1:40 HS2), & 4 high speed grade separated junctions with other main lines Old Oak Common, Northolt, Ashenden, Aynho (all with formation still in place).

    Connecting with a scheme at Old Oak Common/Willesden deliver a facility to close Paddington, Euston, Marylebone, and even St Pancras, whilst running their main line long distance services in to Paddington, Euston or St Pancras. A connection through a car park at West Hampstead could include Marylebone, and a direct link to HS1 at Maiden Lane from the Midland Main Line – which has been built as single track with provision for doubling.

    Using the same thought-through strategy we’ve seen in Scotland, delivered by EGIP, the second route(s) delivering the service with minimal time penalty can then see long blockades of 2 of the 4 tracks on WCML to provide clearances and other enhancements such that rolling stock from the far bigger European pool can operate (GC/GW route was already built with the expectation of running through trains via the 1906 version of HS1) We might then – with a 5-10 year timescale – see bi-level trains on say Milton Keynes to Euston, and possibly Birmingham-Euston via Banbury.

    This facility to flip-over between routes would also enable grade separation works at Ledburn, Hanslope, Bletchley, and Bourne End ‘Junctions’ the first 2 being identified as key capacity constraints through being ‘flat’ cross-overs.

    For local service resilience, the priced, designed, approved, but blocked Croxley link needs to be built. With this in place the line between Watford Junction & Euston can be blocked, an passengers sent to Euston Square, and when East-West completes just 12 miles of restored route local trains can run Milton Keynes to Watford via Aylesbury or Tring .

    An added detail should be reclaiming around 2 Km of the old trackbed between How Wood and the Midland Main Line at London Colney, and diverting the St Albans Abbey service to St Albans City, with the gains of, a 30 minute service frequency, a new station for Park Street which has proper road access, and 2 bus services, the long wanted station at Knapsbury (for housing developments), which would conveniently be on the A414 London Orbital (pre M25) dual carriageway, providing a P&R site for St Albans and Watford. Rgus also unlocks a further 4-track 125mph main line connecting via Nuneaton to WCML and Birmingham as another resilience option.


    July 21, 2019 at 2:17 pm

  2. […] Beleben blog has certainly done its homework, and on 21 July, republished a table showing that intercity capacity out of Euston could be increased by 36%, […]

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